Abstract: The present invention includes: a preliminary photography unit 521 that performs preliminary photography which is photography at a stage before the main photography for photographing the driving state of a driver of a vehicle using a photographing device 1 that photographs a prescribed range including the face of the driver; and a lighting control unit 522 that lights a lighting device 2 for emitting light which is attached to the photographing device 1 or around the photographing device 1 when the preliminary photography is performed by the preliminary photography unit 521. A control device 5 may be provided with an output unit 523 that outputs a message instructing the driver to look at the lighting device when the preliminary photography is performed by the preliminary photography unit 521.

Abstract: A vehicle system comprises an engine, a motor-generator and a controller. The engine has a combustion mode in which a part of an air-fuel mixture is combusted by spark ignition, and then the remaining air-fuel mixture is combusted by self-ignition. The controller sets a target additional deceleration based on a steering angle, when a steering wheel is turned, and sets an air-fuel ratio of the air-fuel mixture to either one of a first air-fuel ratio and a second air-fuel ratio which is on a lean side, based on an operating state, when the engine performs the combustion mode. The controller controls an ignition timing so as to generate the target additional deceleration in the first air-fuel ratio, and controls a regenerative electric power generation of the motor-generator so as to generate the target additional deceleration in the second air-fuel ratio.

Abstract: A braking control system includes control circuitry configured to control first and second brakes in a vehicle. The control circuitry is configured to calculate a target braking force in accordance with the operation amount of a brake pedal by a driver, determine a first braking force and a second braking force based on the target braking force, and control each of the first and second brakes such that each of the determined braking forces is generated in the vehicle. The first and second braking forces are determined such that a sum of the first and second braking forces becomes the target braking force and a pitch behavior specified by a preset pitch behavior model occurs in the vehicle.

Abstract: To provide a control device for a vehicle capable of controlling the torque of a drive source so as to appropriately balance the suppression of body vibrations and the securing of a transient response during acceleration or deceleration. This control device for a vehicle includes an accelerator position sensor that detects the accelerator opening, a torque adjustment mechanism such as a throttle valve that adjusts the torque of an engine as the drive source of the vehicle, and a powertrain control module (PCM) that controls the torque adjustment mechanism based on the accelerator opening. The PCM sets the target acceleration of the vehicle based on the accelerator opening, sets the target torsion angle of the drive shaft based on the target acceleration, sets the target torque of the engine based on the target torsion, and controls the torque adjustment mechanism based on the target torque.

Abstract: To provide a control device for a vehicle capable of controlling the torque of a drive source so as to appropriately balance the suppression of body vibrations and the securing of a transient response during acceleration or deceleration. This control device for a vehicle includes an accelerator position sensor that detects the accelerator opening, a torque adjustment mechanism such as a throttle valve that adjusts the torque of an engine as the drive source of the vehicle, and a powertrain control module (PCM) that controls the torque adjustment mechanism based on the accelerator opening. The PCM sets the target acceleration of the vehicle based on the accelerator opening, sets the target torsion angle of the drive shaft based on the target acceleration, sets the target torque of the engine based on the target torsion, and controls the torque adjustment mechanism based on the target torque.

Abstract: A vehicle system comprises an engine, a motor-generator and a controller. The engine has a combustion mode in which a part of an air-fuel mixture is combusted by spark ignition, and then the remaining air-fuel mixture is combusted by self-ignition. The controller sets a target additional deceleration based on a steering angle, when a steering wheel is turned, and sets an air-fuel ratio of the air-fuel mixture to either one of a first air-fuel ratio and a second air-fuel ratio which is on a lean side, based on an operating state, when the engine performs the combustion mode. The controller controls an ignition timing so as to generate the target additional deceleration in the first air-fuel ratio, and controls a regenerative electric power generation of the motor-generator so as to generate the target additional deceleration in the second air-fuel ratio.

Abstract: An engine system includes: a hydraulic valve stop mechanism configured to switch states of an intake valve and exhaust valve of a same stopped cylinder; a hydraulic pressure changing device configured to change hydraulic pressure supplied to the valve stop mechanism; and a valve control portion configured to control the hydraulic pressure changing device. When a return from a reduced-cylinder operation to an all-cylinder operation is requested, and an engine revolution is less than a reference revolution, the hydraulic pressure is changed such that opening of one of the valves of the stopped cylinder able to restart at an earlier stage is first restarted. When the return is requested, and the engine revolution is not less than the reference revolution, the hydraulic pressure is changed such that opening of the exhaust valve of the stopped cylinder is restarted before opening of the intake valve.

Abstract: An operating wire has a multi-twisted structure constituted by twisting side strands, each formed by twisting element wires together around a core strand. A side element wire of the side strand faces the outside of the operating wire in the radial direction at a site located on the outer circumference of the operating wire and has a flattened surface where a flat portion provided in a portion of the side element wire in the circumferential direction extends in the X axis direction, the length in the X axis direction of the flattened surface being 4.8-11.0 times the diameter of the side element wire, and the pitch magnification of the side strand being 7.0-12.0 times the diameter.

Abstract: Provided are a valve stop mechanism capable of switching intake valves and exhaust valves of deactivated cylinders between an openable/closable state and a closed state, and an engine speed control unit which controls the engine speed. The engine speed control unit controls the engine speed in such a manner that the amount of change in the engine speed with respect to time is reduced, as compared with a case in which a specific condition is not satisfied, when the specific condition that switching by the valve stop mechanism is not completed, and that connection between an engine and a power transmission unit is released is satisfied after issuance of a switching request from one of a reduced-cylinder operation and an all-cylinder operation to the other thereof.

Abstract: The invention relates to a control device for a multi-cylinder engine provided with an oil pump, a hydraulically operated valve characteristic control device which changes valve characteristics of at least one of an intake valve and an exhaust valve; and a hydraulically operated valve stop device which stops at least one of the intake valve and the exhaust valve when a reduced cylinder operation is performed. The control device for a multi-cylinder engine is provided with a valve control unit which operates the valve stop device after an operation of the valve characteristic control device is completed when the valve characteristic control device is operated at a time of request for the reduced cylinder operation.

Abstract: An engine system includes: a hydraulic valve stop mechanism configured to switch states of an intake valve and exhaust valve of a same stopped cylinder; a hydraulic pressure changing device configured to change hydraulic pressure supplied to the valve stop mechanism; and a valve control portion configured to control the hydraulic pressure changing device. When a return from a reduced-cylinder operation to an all-cylinder operation is requested, and an engine revolution is less than a reference revolution, the hydraulic pressure is changed such that opening of one of the valves of the stopped cylinder able to restart at an earlier stage is first restarted. When the return is requested, and the engine revolution is not less than the reference revolution, the hydraulic pressure is changed such that opening of the exhaust valve of the stopped cylinder is restarted before opening of the intake valve.

Abstract: An operating wire has a multi-twisted structure constituted by twisting side strands, each formed by twisting element wires together around a core strand. A side element wire of the side strand faces the outside of the operating wire in the radial direction at a site located on the outer circumference of the operating wire and has a flattened surface where a flat portion provided in a portion of the side element wire in the circumferential direction extends in the X axis direction, the length in the X axis direction of the flattened surface being 4.8-11.0 times the diameter of the side element wire, and the pitch magnification of the side strand being 7.0-12.0 times the diameter.

Abstract: Provided are a valve stop mechanism capable of switching intake valves and exhaust valves of deactivated cylinders between an openable/closable state and a closed state, and an engine speed control unit which controls the engine speed. The engine speed control unit controls the engine speed in such a manner that the amount of change in the engine speed with respect to time is reduced, as compared with a case in which a specific condition is not satisfied, when the specific condition that switching by the valve stop mechanism is not completed, and that connection between an engine and a power transmission unit is released is satisfied after issuance of a switching request from one of a reduced-cylinder operation and an all-cylinder operation to the other thereof.

Abstract: A cable for operation with a complex stranded construction may include a core strand stranded with a plurality of element wires and a plurality of side strands on which a plurality of element wires are respectively stranded are stranded. A tightening percentage may be 4 to 11%. The pre-forming percentage may be 65 to 90%. The stranding length of the inner cable for operation is 9 to 18-fold against the outer diameter of the inner cable for operation and an angle of the element wires composing the side strand appearing at the outermost lay against an axis line of the inner cable is ?3 degrees to 3 degrees.

Abstract: The invention relates to a control device for a multi-cylinder engine provided with an oil pump, a hydraulically operated valve characteristic control device which changes valve characteristics of at least one of an intake valve and an exhaust valve; and a hydraulically operated valve stop device which stops at least one of the intake valve and the exhaust valve when a reduced cylinder operation is performed. The control device for a multi-cylinder engine is provided with a valve control unit which operates the valve stop device after an operation of the valve characteristic control device is completed when the valve characteristic control device is operated at a time of request for the reduced cylinder operation.

Abstract: An object of the present invention is to provide a control cable having an outer casing provided with helically twisted metallic wires. The outer casing is light-weight, has a satisfactory buckling resistance, and can suspend generation of a vibrational noise. A control cable (1) is provided with an outer casing (2) and an inner cable (3). The outer casing (2) is provided with a liner (21), a plurality of wires (22) helically twisted around the liner (21), and a covering layer (23) formed on an outer side of the wires (22) in a radial direction of the outer casing (2). The material of the wires (22) is an aluminum alloy, and the pitch of the wires (22) is 10 to 35 times an outer diameter of a shield.

Abstract: An outer casing of a control cable has a small stroke loss and a small variation of freeplay length, even when the degree of bending varies. An outer casing is formed so that an armor layer of two threads configuration is formed, in which a trapezoidal wire made of metal and a round wire 17 or an oval wire are respectively aligned and wound spirally, and on the surface of the armor layer, a coating made of synthetic resin is provided. A control cable is formed so that an inner cable is inserted into the outer casing. The ratio of width in the axis direction of the round wire 17 or the oval wire to the width of the bottom of the trapezoidal wire 16 is 0.3 to 2, the ratio of the thickness of the round wire 17 or the oval wire to the thickness of the trapezoidal wire is 0.5 to 1, the ratio of the winding pitch P of the spiral to the outer diameter D2 of the armor layer 13 is 0.25 to 0.8.

Abstract: It is the object of the present invention to provide an inner cable that keeps durability and has hardly rotating property.

Abstract: An outer casing of a control cable has a small stroke loss and a small variation of freeplay length, even when the degree of bending varies. An outer casing is formed so that an armor layer of two threads configuration is formed, in which a trapezoidal wire made of metal and a round wire 17 or an oval wire are respectively aligned and wound spirally, and on the surface of the armor layer, a coating made of synthetic resin is provided. A control cable is formed so that an inner cable is inserted into the outer casing. The ratio of width in the axis direction of the round wire 17 or the oval wire to the width of the bottom of the trapezoidal wire 16 is 0.3 to 2, the ratio of the thickness of the round wire 17 or the oval wire to the thickness of the trapezoidal wire is 0.5 to 1, the ratio of the winding pitch P of the spiral to the outer diameter D2 of the armor layer 13 is 0.25 to 0.8.

Abstract: Manufacturing narrow-diameter hollow metal objects utilizing metals difficult to work plastically has been problematic with conventional manufacturing methods; the narrower the diameter the higher the manufacturing cost has been, and under some circumstances manufacturing has been impossible. A plurality of metal wires is worked into a twisted wire cluster, adjoining companion metal wires are brought into contact in planar contacting portions, and the cluster is made unitary by supplying an adhesive agent along the outer side, producing a hollow metal object possessing a uniform inner diameter and a clean inner surface.